Admission control system and means

ABSTRACT

A method and means for controlling the admission of any expansive gas under propelling pressure into the power cylinders of reciprocating piston, crankshaft type engines for use in service requiring power at varying speeds and loads. A hydraulic fluid system cooperates with a slidable and rotatable manifold for supplying fuel or any expansive propelling gas to the power cylinders of the engine in a manner for automatically controlling the admission of the gas in accordance with the work requirements of the engine, such as at varying speeds and loads, and particularly to function in two stages. A primary pressure chamber is provided having one side thereof sealed and movable, and a secondary or supplementary pressure chamber is provided also having a sealed and movable side. In the normal primary stage of operation of the engine, the movable side section of the primary pressure chamber is actuated by hydraulic pressure subject to the rotational speed of the engine crankshaft for automatically controlling the starting time, the throttling, the time duration period, and cut-off timing of each admission of the propelling gas into the power cylinders of the engine. During a supplementary, or extra power stage of operation of the engine, the movable side section of the secondary pressure chamber is actuated by supplementary hydraulic pressure subject to both rotational speed of the crankshaft and the regulation of the circulation of liquid being bled from the primary chamber. The secondary pressure chamber automatically and independently affects only the extra power throttling, duration period and cutoff timing of each admission of propelling gas.

United States Patent 1 Brown, deceased [111 3,812,674 I May 28,1974

i 1 ADMISSION CONTROL SYSTEM AND MEANS [75] inventor: Absalom Brown, deceased, late of Haskell, Okla. by Mary Eleanore Brown, administratrix [731 Assignees: Ellis A. Creek; Frank E. Brown,

both of Co weta, Okla. part interest to each 221 Filed: Oct. 13,1972

21 Appl.No.:297,405

Primary Examiner-Edgar W. Geoghegan Attorney, Agent, or Firm-Mildred K. Flowers [57] ABSTRACT A method and means for controlling the admission of any expansive gas under propelling pressure'into the power cylinders of reciprocating piston, crankshaft type engines for use in service requiring power at varying speeds and loads. A hydraulic fluid system cooperates with a slidable and rotatable manifold for supplying fuel or any expansive propelling gas to the power cylinders of the engine in a manner for automatically controlling the admission ,of the gas in accordance with the work requirements of the engine, such as at varying speeds and loads, and particularly to function in two stages. A primary pressure chamber is provided having one side thereof sealed and movable, and a secondary or supplementary pressure chamber is provided also having a sealed and movable side. in the normal primary stage of operation of the engine, the movable side section of the primary pressure chamber is actuated by hydraulic pressure subject to the rotational speed of the engine crankshaft for automatically controlling the starting time, the throttling, the time duration period, and cut-off timing of each admission of the propelling gas into the power cylinders of the engine. During a supplementary, or extra power stage of operation of the engine, the movable side section of the secondary pressure chamber is actuated by supplementary hydraulic pressure subject to both rotational speed of the crankshaft and the regulation of the circulation of liquid being bled from the primary chamber. The secondary pressure chamber automatically and independently affects only the extra power throttling, duration period and cut-off timing of each admission of propelling gas.

10 Claims, 6 Drawing Figures BACKGROUND OF THE INVENTION This invention relates to improvements in method and means for controlling the admission of expansive gas into the power cylinders of a reciprocating piston, crankshaft type engine, and more particularly, but not by way of limitation to a method and means for automatically controlling the admission of expansive gas to the powercylinders in a two stage operation in accordance with the variable requirements of the engine.

SUMMARY OF THE INVENTION The present invention contemplates a novel control system for controlling the admission of any expansive gas under propelling pressure into the power cylinders of a reciprocating piston, crankshaft type engine wherein power is required, at varying speeds and loads, such as in the propulsion of a vehicle, hoisting operations, and the like. The control system and means is particularly designed and constructed for operation in two stages. A primary pressure chamber and a supple mentary or secondary pressure chamber are provided, each of which have sealed movable side sections. In the primary or normal economical stage of engine operation the spring loaded movable side section of the primary pressure chamber is actuated by hydraulic pressure subject to the rotational speed of the engine crankshaft for automatically throttling the engine by controlling the starting time, the time duration period and cutoff timing of each admission of the propelling gas or fuel into the power cylinders during all periods of operation of the engine.

.During any supplementary or extra power stage of engine operation the movable side section of the secondary or supplementary pressure chamber is actuated by supplementary hydraulic pressure subject to both the rotational speed of the engine crankshaft and the regulation of the circulation of liquid being bled from the primary pressure chamber in a manner to independently and automatically affect only the extra power throttling, duration period and cut-off timing of each admission of the propelling gas to the power cylinders. A rotary distributor-admission manifold is provided having wedge-shaped, cycling, rotary admission ports and operably connected with or coupled to each movable side section by linkage means, and driven in gear with the crankshaft through a gear train comprising three helical toothed timing gears. A bleeder control valve is provided for regulating the fluid circulation in the hydraulic control system. The automatic actions of the primary pressure chamber and the supplementary pressure chamber occur in accord with some change in the rate of rotational speed of the crankshaft and the engine driver's operation of only the control arm of the main control valve of the engine.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a sectional elevational view of a gasadmission control system embodying the invention and taken through the axes of an engine crankshaft and a rotary manifold in combination with which the invention is utilized.

FIGS. 2 through 6 are schematic views of the power cylinder port and rotary manifold port depicting a progressive orientation therebetween during operation of the system.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring to the drawings in detail, reference character 10 generally indicates a gas admission apparatus operably connected with a crankshaft 12 of any suitable reciprocating piston type engine (not shown). Three in the line power cylinders l4, l6 and 18 are shown in FIG. 1 having reciprocal pistons 20, 22 and 24 therein. However, it is to be understood that there is no intention to limit the invention to any particular number or arrangement of power cylinders. A suitable centrifugal pump 26 or other suitable pump is operably connected with the crankshaft 12 in any suitable manner, such as by an extension arm 28 whereby the pump 26 is driven at a constant rotational speed ratio proportional to the speed of rotation of the crankshaft. The outlet port 30 of the pump 26 is mounted in a vertical position as shown in FIG. 1 to release any vapor from frothing in the pump 26. THe inlet port 32 0f the pump 26 is in communication with a fluid reservoir 34 by a suitable conduit or duct 36. The reservoir 34 is elevated with respect to the hydraulic portions of the pump 26 and retains a supply of liquid 38 for a purpose as will be hereinafter set forth. The reservoir 34 is provided with a suitable filler cap 40 which is vented to the atmosphere.

A second conduit or duct 42 extends from the pump outlet port 30 into communication with a primary pressure chamber 44. A passageway 46 extends from the primary pressure chamber 44 into communication with the reservoir 34, and a suitable flow restricting type valve 47, such as an oscillator core valve, is interposed in the line 46 or passageway 46 for a purpose as will be hereinafter set forth. In addition, a suitable bleeder adjustment valve 48 is provided in the reservoir 34 in the proximity of the opening 50 of the passageway 46 for adjusting the flow of fluid therethrough. A flexible conduit or line 52 extends between the passageway 46 and a secondary or supplementary pressure chamber 54 to provide communication of fluid between the chamber 54 and the passageway. 46. The line 52 is interposed in the passageway 46 between the valve 47 and the reservoir 34 for a purpose as will be hereinafter set forth. The valve 47 is a normally closed valve and in the closed position thereof precludes passage of fluid from the supplementary pressure chamber 54 to the primary pressure chamber 44. In the open position of the valve 47, as will be hereinafter set forth, communication is established between the supplementary pressure chamber 54 and the primaryv pressure chamber 44. The bleeder valve 48 asshown herein is a screw-threaded stem type bleeder adjustment valve and is preferably never completely closed, but not limited thereto. The

valve 48 is provided to regulate the fluid circulation in the actuation of the supplementary pressure chamber 54 during a supplementary extra power stage of engine operation.

The pressure chamber 54 is provided in a housing 56 which is secured to a housing 58in any suitable manner. One side of the chamber 54 isclosed by a diaphragm member 60 which is sealingly secured between the housings 56 and 58 to provide a sealed and movable side section for the chamber 54. The housing 58 is secured to a longitudinally extending movable rod memher 62 in a manner and for a purpose aswillbe hereinafter set forth. i

One side of the primary pressure chamber 44 is closed by a diaphragm 64 which is sealingly clamped or secured therein by a flanged sleeve or housing 66 thus providing a sealed movable side section for the primary pressure chamber 44. The diaphragm 64 is of a greater area than the area of the diaphragm 60. The inner periphery of the sleeve or housing 66 is threaded for receiving an externally threaded adjustment member 68 therein. The adjustment member68 is provided with a central bore extending longitudinally therethrough for slidably receiving the rod 62 therethrough. The outer end of the rod 62 extends through the diaphragm 64 and through the pressure chamber 44 into a guide sleeve 70 provided in the chamber 44 and which is in axial alignment with the rod 62. The diaphragm 64 is secured to the rod element 62 between an outwardly extending annular shoulder 72 provided on the rod 62 and a screw threaded jam nut 73. A pairof backing discs (not shown) are disposed on the rod 62 on oppo site sides of the diaphragm as is well known. A suitable coiled spring 74 is disposed aroundthe rod 62 and interposed between the adjusting element 68 and one of the backing discs (notshown) of the diaphragm 64.-

The spring 74 is normally held partly compressed and the setting of the load on the spring 74 may be adjusted by the adjustment member 68. The setting of the spring load adjustment element 68 selects a normal or primary range of the automatic actions of the invention. However, it will be apparent that there is no intention of limiting the invention to any particular means of setting the adjustment of theload on the spring 74 or on the diaphragm 64. r

The rod 62 extends axially outward in a direction away from the pressure chamber 44 asclearly shown in FIG. 1 and extends through the-inner'race ofa suitable deep groove ball bearing 76. The ball bearing 76 is retained against an annular shoulder 78 ofa split housing 80 by a suitable jam nut 82 threadedly secured on the outer end of the rod 62. The bearing 76 is thus secured in an internal cavity provided in the halves. of the housing 80 whichis carried by orintegral with the halves of a gear hub 84 of an axially divided helical toothed gear 86. The bearing 76 thus serves as a swivel joint.

A straight splined end 88 of a shaft extension 90 of ported. rotary distributor-admission manifold 92 is secured in the hub 84 in any suitable manner (not shown). The inner periphery of the hub 84 is provided with complementary splines for providing rotation between the gear 86 and the manifold 92. In addition, the hub 84 is provided with an internal bore forming a cavity 94 extending from the splines in a direction toward the housing portion 80, but spaced therefrom, as

clearly shown in FIG. 1. A bolt 96 and complementary together. The cavity 94 is of a larger diameter-than the splined end 88,and the splined end 88 is provided with a threaded centrally disposed longitudinal bore for receiving a flat head cap screw 100 therein. The flat head of the cap screw 100 is of a greater diameter than the splined end 88, but less than that of the cavity 94. The cap screw 100 is secured in the threaded bore of the end 88 with the shoulder of the flat head flush withthe outer end of the splined memberj88. A: spring-1 02 is disposed in the cavity 94 and is held in normally partly compressed conditionbtween theflat head of the cap together, within the limits of the extent of the said rescrew100 and the closed end of the cavity 94 in order to retain the manifold 92 normally stopped in a position as related to the distance between the gear 86 and the manifold 92. Thus, themanifold 92 is coupled to the diaphragm 64 by a workable linkage.

The rod or shaft 28 extends'through a hub 104 of a helical toothed gear 106 and is provided with a splined portion 108 for engagement with complementary splines on the inner peirphery of the hub 104 for transmitting rotation from the crankshaft 12 to the gear 106. The helical toothed gears 106 and 86 have an equal number of teeth. A helical toothed idler gear 110 is interposed between the geras 106 and 86 and is suitably joumalled on-a shaft 112 which is suitably secured to a bracket or brace member 114. The gear 106 drives the idler gear 1 10 which rotates in a fixed axial position on the shaft 112, and the gear 110 drives the gear 86. The helical teeth of the gears 106 and 86 have the same direction of helical pitch progression and the same circumferential advancement with the limits of a given axial extent. With the gears 106, 110' and 86 in mesh, as a gear train, rotating in gear with the extension rod 28 and all in the same rotational direction as that of the helical pitch of the gears 106 and 86, a force substantially equal to that of the hydraulic pressure produced by the pump 26 pressing against the diaphragm 64 will further compress the spring 102 in a thrusting motion of the diaphragm 64 and axially shift the gear 86 and the manifold 92 together and advance the rotation of the gear 86 and the manifold 92 in relationto the rotation ofthe extension arm or rod 28 in the same degree as that of the circumferential progression of one helical tooth of the gear 86 within the limits of the extent of the axial thrusting shift. A reduction of the thrusting force will permit the compressed spring 102 to returnshift the gear 86 and manifold 92 and in a likewise degree retard the rotation of the gear-86 and manifold 92 turn-shift.

A leverll6 having the opposite ends thereof tapered is pivoted on a fulcrum pin 118 which is secured on the bracket 114 in any suitable manner (not shown); The distance between the rod 62 and the pin 118 is less than the distance between the rod 28 and the pin 118 for a purpose as will be hereinafter set forth. One tapered end of the lever 116 extends into an annular groove 120 provided around the outer periphery of the rod 62, and the opposite tapered end of the lever 116 extends into an annular groove 122 provided on the outer periphery of a shifter sleeve 124 slidably disposed on the extension arm 28. The inner end of the sleeve 124 is secured in the inner race of a deep groove ball bearing 126 by suitable snap rings (not shown) disposed in grooves (not shown) provided on the sleeve 124 on either side of the inner race. The outer race of the bearing 126 is secured in a central bore 128 provided in the gear hub 104 by suitable snap rings (not shown) in grooves (not shown) in the bore 128 at either side of the outer race of the bearing 126 in order to shift the gear 106 on the splined joint 108 together with the axial motions of the diaphragm 64 and gear 86, and in an opposite axial direction with respect thereto. Since the fulcrum 118 is disposed closer to the rod 62 than the rod 28, the shifting of the gear 106 will be greater than the shifting of the gear 86 and will advance (or retard) the-rotation of the idler gear 110 in relation to the rotation of the extension 28 and further advance (or retard) the rotation of the gear 86 and manifold 92 in a greater degree than would be accomplished without the shifting of the gear 106. This will permit a longer, more practical helical pitch curve of the helical teeth of the train of gears and a greater circumferential degree of the openings of the manifold valves, as will be hereinafter set forth, to provide for self-starts of the engine under load.

The manifold 92 is slidably and rotatably disposed in the inlet section of a cylinder head 129 supporting the power cyliners 14, 16 and 18. -As hereinbefore set forth, whereas three in line power cylinders are shown in FIG. 1, it is to be understood that any'suitable or desired arrangement of power cylinders may be provided. The axis of the central bore 130 of the head 129 is disposed substantially parallel with the axis of the crankshaft 12 and is provided with a plurality of spaced ports 132, each disposed in substantial alignment with the power cylinders 14, 16 and-l8. The ports 132 are ofa substantially rectangular configuration, as shown in FIGS. 2 through 6. Since the cylinder head 129 is cylindrical in configuration, the rectangular ports 132 are arcuate with the two equal sides thereof being arcs forming the two major sidesof the ports 132 and at right angles with the axis of the bore 130. The ports 132 are all preferably equal in dimension and are spaced along the bore 130 to open into a respective power cylinder l4, 16 or 18 of the engine (not shown) in a uniform manner. I

The rotary distributor-admission manifold 92 is of a substantially cylindrical or tubular configuration disposed concentric with the bore 130. One end of the manifold 92 is open as shown at 134 and the opposite end thereof is closed and the extension arm 90 is secured thereto or integral therewith as shown in FIG. I. The manifold 92 is closely fitted in the bore 130 but is free to be rotated therein and axially shifted therein. The manifold 92 is provided with a plurality of ports 136 longitudinally and circumferentially spaced thereon. The ports 136 are equal in number with the companion ports 132, and are, in effect, wedge-shaped, having three or more sides. As particularly shown and described herein the ports 136 are four sides ports, as formed at the perimeter of the body of the manifold 92. Each port 136 is spaced along the manifold 92 in a manner to coincide with a companion port 132 when the manifold 92 is rotated. The ports 136 are circumferentially spaced around the manifold 92 in the same degree as the cranks of the crankshaft 12 are separated around the axis of the crankshaft 12 so as to open the ports 136 into communication with the companion ports 132 in a uniform sequence when the manifold 92 and the crankshaft 12 are rotating in gear at the same rate of rotation.

The extension member 90 of the manifold 92 extends through a bearing sleeve 138 secured in a packing gland 140 in any well known manner (not shown), and is free to be rotated. and shifted axially therein. The open end 134 of .the manifold 92 is similarly secured in a bearing sleeve 141 suitably secured in the cylinder head 129 and a flange connection member 142 which is bolted or otherwise secured to the cylinder head 129. A plurality of longitudinally spaced annular grooves 144are provided on the outer periphery of the manifold 92 for retaining suitable packing rings 145 therein. In addition, suitable packing members 146 are provided in the packing gland 140.

A housing element or sleeve 148 is secured to theextension member by a bearing 150 and a packing gland end cover 152 is disposed around the extension arm 90 and bolted or otherwise secured to the packing gland 140. The cover 152 is spaced from the housing 148 and an angled limit stop member 154 is secured to the cover 152 in sucha manner that the housing 148 is interposed between the cover 152 and the outer end of the stop 154. When the engine (not shown) is at rest, the housing member 148 rests againstthe limit stop 154 with the ports 136 in position to register with the companion ports 132 when the manifold 92 is rotated, as shown in FIG. 2. The manifold 92 may be rotated in a direction for moving the port 136 shown in FIG. 2 in the direction indicated by the arrow in order that a port 136 may be moved in register with the companion port 132 as shown in FIG. 3. Thus, a rotary, port type admission valve 156 is provided, open to the maximum therefor. FIGS. 3 through 5 depict a valve 156 in various positions of register between the companion ports 136 and 132 thus showing various open positions for the valve 156. FIG. 6 shows a valve 156 as closed during rotation of the manifold 92 with the crankshaft 12 rotating at an extreme high rate of speedand the housing element 148 stopped against the end cover 152.

The substantially wedge-shaped four sided ports 136 as described herein are provided with two of the four angles right angled. The two minor sides of the ports 136 are substantially parallel with the axis of the manifold 92, and the lesser of the two minor sides is the trailing side when the manifold 92 is rotating normally, that is, in the same direction as that of the helical pitch of the gears 106 and 86. The lesser of the two major sides of the ports 136 are at substantially right angles with the axis of the manifold 92 and each is equal in length with one major side of the companion ports 132, and joins with the two minor sides of the port 136 to form the two right angles. The greater of the two minor sides of the port 136 is equal in length with one minor side of the companion port 132. The lesser of the two major sides of the ports 136 is the leading side in the axial thrust motion of the manifold 92, as shown in FIGS. 4, 5 and 6. The greater of the two major sides of the ports 136 are formed as a helical curve at the outer periphery of the body of the manifold 92 and extend between and join with the opposite ends of the two minor sides of the port 136, as shown in FIGS. 2 through 6. The helical curved major side of the ports 136 is the following side of the axial shift of the diaphragm 62 and the manifold 92. The purpose of the diagonal-like following side of the port 136 is to attain an automatic regulation of the time of cut-off of gas admission and thereby automatically regulate the time period or degree of the duration of each gas admission as related to the rotational speed of the crankshaft 12. An increase of the rotational speed of the crankshaft 12 will advance the cut-off time in a greater degree than the advance of the starting time of admission, with a resultant shorter duration period of gas admission. With the greater of the two minor sides of the ports 136 being the leading side, the greater flow of the propelling gas into a respective power cylinder occurs in the early stage of each gas admission, thus economizing in the use of the propellant since at high piston speeds and fixed period or degree of duration of gas admission more of the propellant would be trapped in the power cylinder and cause waste of energy by re-compression during the return a 7 I stroke of the pistons.* FlG. 3-shows the advanced cut-off and widest portion of the open area of a valve 156 at the beginning of thegas admission, as in the economical primary stage of engine operation.

A main valve 158 is provided in a flange fitting 142 for alternately opening and closing communication with theopen end 134 of the manifold 92 for selectively supplying propellant gas thereto, as is well known. A suitable control lever 160 is provided for the valve 158 for opening and closing of the valve 158 by the operator or driver of the engine (not shown) as is well known. In an engine having the control system of the invention provided thereon, and having propellant gas under propelling pressure at the closed main valve 158, and further having the hydraulic portion of the present invention provided with'liquid, and with the engine suitably installed, such as in a vehicle (not shown) and in gear with the driving wheels (not shown) of the vehicle, the driver or operator of the engine may operate the control arm l60 in the usual manner to open the valve 158 and bring the vehicle to a normal range of cruising speed, in accordance with the setting of the 'adjustment member 68. During theacceleration of the engine, the increased rotational speed of the cranskshaft 12 and the resultantforce of the hydraulic pres sure'on the diaphragm 64 will cause a thrustmotion of the diaphragm 64, further compressingthe spring 102 in axially shifting the gears 106 and 86 and the'manifold 92, thus advancing the starting time and reducing the open areas of the valves l56,'a'nd advancing the cut-off time of each gas admission in a greater degree than the starting timeadvance of each gas admission, as shown in FIG. 4. Each of the automatic actions of the present invention is attained in unison with the increase of thehydraulic pressure produced by the pump 26 during the engine acceleration. At the same time, the automatic throttling and earlier cut-off will cause an increase of the propellant gas pressure in the manifold 92 causing greater expansion of the gas to occur from the valves 156 inside the respective power cylin- V ders rather than at the main control valve 158, thus attaining a saving of heat energy automatically rather than performing the throttling and earlier cut-off timing by some separate means. v

The inner race of the bearing 150 is secured onthe extension member 90 by a pair of snap rings (not shown) in grooves (not shown) provided in the outer periphery of the member 90 on opposite sides of the bearing 150. The outer race of the bearing 150 is suitably secured in the housing 148.'A support bracket 162 is, secured to the rod 62 in any suitable manner, such as by a pin 164, and the housings 56 and 58 are bolted or otherwise secured to the bracket 162 wherein any movement of the supplementary pressure chamber 54 is parallel with the axis ofthe rod 62. A lever 166 is pivotally secured to the end of the bracket 162 oppositely disposed from the pressure chamber 54 by a fulcrum pin 168. The opposite ends of the lever 166 are preferably bifurcated or forked and one'end thereof is disposed inan annular groove [70 provided on the outer peripheryof the housing 148 and functions as a shifter fork. The opposite forked end of the lever 166 extends around a rod 172 which is held-in substantial parallel alignment with the rod 62 by a guide sleeve 174 provided on the outer end of the cover 152. The opposite end of the rod 172 extends through a guide sleeve 176 provided in the center of the housing 58. The center of the diaphragm 60 is secured to the end of the rod 172 between a pair of backing discs 178 which are secured between an annular shoulder 180 of the rod 172 and a jam nut 182 threadedly secured on the end of the rod 172. The diaphragm 60 is thus coupled to the manifold 92 by a workable linkage. Normally, only the head of liquid in the reservoir 34 acts on or presses against the diaphragm 60. The flexible duct 52 makes it possible to axially shift the chamber 54 and the workable linkage connected therewith together with the axial motions of the rod 62 without interfering with the open connection of the chamber 54 with the duct portion 46a of the passageway 46. In addition, the shifting of the chamber '54 and workable linkage connected therewith in unison with the axial motions of the rod 62 prevents interference with the automatic actions of the present invention performed in the primary stage of engine operation.

If a reduction of the rotation speed of the crankshaft 12 occurs, such as on-an up-grade travel of the vheicle, and no movement of the control arm 160 is made, the resultant reduced hydraulicpressure against the diaphragm 64 will allow the compressed spring 102 to return-shift the manifold 92, automatically increasing the open areas of the valves 156. At the same time this will retard the starting time and the cut-off time, with the cut-off time retarded in a greater degree than the starting time to keep the engine running, at slower speed, and with greater torque. If the vehicle ison a downgrade and there is no movement of the arm 160, the resultant increase of hydraulic pressure will cause compression of the spring 102 resulting in decreasing the open areas of the valve 156, and simultaneously advancing the starting and cut-off timing, thus tending to check the speed and, at extreme high speed, will close the valves 156, as shown in FIG. 6.

A rod element 184 has one end thereof coupled to the swinging end of a control arm 186 of the valve 47 by a pin-and-clevis 188. The opposite end of the rod spindle roller 198 is provided on the control arm and engages the nut or disc 194 when the arm 160 is moved in a left hand direction as viewed in FIG. 1 for moving the disc 194 in a direction against the force of the spring 196 for opening of the valve 47.

If more power is required of the engine (not shown) when being driven in the normal primary stage of operation thereof, such as on an up-grade path of travel for the vehicle, or for sprinting, the engine driver or operator may continue the opening motion of the control arm 160, thus compressing the spring 196 by bringing the roller 198 into engagement with the disc 194 for opening the valve 47 as he'reinbefore set forth. This action will first automatically release any entrapped vapor from the chamber 44 and initiate an interval of supplementary or extra power stage by bleeding liquid from the chamber 44 into the reservoir 34 through the passageway or duct 46-46a and the bleeder adjustment valve 48 in a lesser'quantity than that being bled from the chamber 44, thus causing some liquid to be forced 9 from the duct 46a and through the flexible duct 52 into the chamber 54, thereby causing a thrusting motion of the diaphragm 60, further compressing the spring 102 by means of the workable linkage connecting the chamber 54 with the rod 62. This shortens the distance between the manifold 92 and the gear 86, thereby increasing the open areas of the valve 156, and retarding the cut-off time without interfering with the automatic starting time of gas admissions, thus gaining the required increase of power in accord with the intensity of the supplementary hydraulic pressure which is dependent upon the rotational speed of the crankshaft l2 and the extent of the opening of the valve 47 as determined by the engine driver in his operation of the control arm 160. FIG. 5 shows the increase of open area of the valves 1.56 and the advance of the starting time of gas admission after the engine (not shown) has gained to a sprinting speed of the crankshaft 12.

The spring I02 will remain thus compressed until a closing motion of the arm 160 will allow the compressed spring 196 to return-shift of the rod 184 sufficiently to close the valve 47 andpermit the spring 102 to expand to the normal, partly compressed position thereof for restoring the normal distance between the gear 86 and manifold 92 while discharging the liquid from the chamber 54 into the reservoir '34 and terminating the interval of the supplementary or extra power stage of the engine operation.

In the event the arm 160 is held against the limit stop 198 provided by the flanged fitting 142, the engine will attain maximum speed in relation to the load and the setting of the adjustment member 68 and bleeder valve 48. However, if the engine should become overloaded in a continued loss of speed, the resultant loss of hydraulic pressure would allow the compressed springs 74 and 102 to expand and force liquid from the chamber 44 and 54 into the reservoir 34 by way of the passage of least resistance through the passageway or duct 36 and/or the bleeder valve 48. The starting time of gas admissions would become retarded to substantial maximum and the valves 156 would be similarly retarded in opening, and the engine could then stall, at maximum torque.

From the foregoing it will be apparentthat the present invention provides a method and means for controlling the admission of gas to the power cylinders of an engine for automatically providing the maximum fuel flow for varying engine speeds and loads. A primary pressure chamber having a sealed movable side is actuated by hydraulic pressure subject to the rotational speed of the engine crankshaft for automatically controlling starting time. throttling, duration period and cut-off timing of each admission of the propelling gas into the power cylinders during all period of operation of the engine. During a supplementary or extra power stage of operation of the engine, the supplementary sealed movable side sections of the supplementary pressure chamber is actuated by supplementary hydraulic pressure subject to both the rotational speed of the crankshaft and the regulation of the circulation of liquid being bled from the primary chamber in a manner to independently automatically affect only the extra power throttling. duration period and cut-off timing of each admission of the propelling gas. A rotary distributor-admission manifold is utilized having cycling, wedge-shaped rotary admission ports and coupled by workable linkages to each of the movable side sections, and driven in gear with the crankshaft by a train of three helical toothed timing gears. Rotary type admission valves including wedge-shaped ports are provided for admitting the gas into the power cylinders, and a bleeder control valve is provided to regulate the fluid circulation. The automatic actions of the system occur in accord with some change in the rate of rotational speed of the crankshaft and the engine drivers operation of only the control arm of the main control valve of the engine. Thus, an unskilled driver may effciently operate a steam engine, or the like, in the simple conventional manner of operating an internal combustion engine which is equiped with fluid coupling drive and automatic transmission gear. The novel system and means provides automatic action of thestarting time, the throttling, the varying of the duration of the interval, and the cut-off timing of each admission of gas, under a propelling pressure, into the power cylinders of an engine, with the automatic actions coinciding with the varying rotational speeds of the engine crankshaft and the engine drivers operation of the control arm of the main control valve of a type of engine suchas a turbine engine having a separate combustion compartment or burner which operates with but one ignition and one period of combustion during a period of operation of the engine, both occuring outside the power cylinders, thus making practical the use of catalysts at the burner, tending toward complete combustion of only the intended fuel, and non-pollution of the atmosphere, ratherthan an internal combustion type engine having an ignition and a combustion under compression of several atmospheres at each of the thousands of power strokes per minute occuring during the normal operation of a conventional internal combustion engine.

Whereas the present invention has been described in particular relation to the drawings attached hereto, it should be understood that other and further modifications, apart from those shown or suggested herein, may be made within the spirit and scope of this invention.

What is claimed is:

l. A method of controlling the admission of a propelling gas into the power cylinders of an engine having a crankshaft, and which comprises providing a hydraulic pressure system subject to the varying rotational speeds of the crankshaft, and utilizing said hydraulic pressurefor automatic control of the starting time and throttling and varying of the time period of duration and cut-off timing of each gas admission.

2. A method of controlling the admission of a propelling gas into the power cylinders of an engine having a crankshaft as set forth in claim 1 and including'the providing of a supplementary hydraulic pressure system subject to both the' rotational speed of the crankshaft and to the regulation'of the circulation of the hydraulic fluid to produce supplementary hydraulic pressure, utilizing said supplementary hydraulic pressure for controlling only the throttling and variation of the duration of the interval and the cut-off timing of each gas admission during a period of extra power requirements of the engine operation.

3. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine having a crankshaft and comprising a hydraulic system, a rotatable and axially shiftable manifold, first linkage means operably connecting the hydraulic system with the crankshaft for actuation thereby, a gear train operably connecting the manifold with the crankshaft, secnd linkage means connecting the hydraulic system with the manifold. valving means cooperating with the manifold for controlling the admission of gas into the power cylinders, said hydraulic system responsive to the rotation of the crankshaft for actuation of the manifold for automatic operation of the valving means in accordance with the engine power requirements for supplying the optimum gas to the power cylinders.

4. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 3 .wherein the hydraulic system comprises a primary pressure chamber having a sealed and movable side section responsive to the speed of rotation of the crankshaft only for actuation of the manifold and valving means for automatically controlling the admission of gas into the power cylinders.

5. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 4 wherein the hydraulic system includes a supplementary pressure chamber having a sealed and movable side' section responsive to supplementary power requirements .of the engine operation for cooperating with the primary pressure chamber for actuation of the manifold and valving means for automatically controlling the admission of the gas into the power cylinders in accordance with variable engine operating requirements.

6. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 3 and wherein adjustable bleeder valve means is provided in the hydraulic system for regulating the fluid circulation in the hydraulic system to provide the supplementary hydraulic pressure in accordance with the open area of the valving means during the period of operation of the said engine in said supplementary power operation stage.

7. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 3 wherein the valving means and man ifold comprises a tubular member having a plurality of spaced ports in the sidewall thereof, said tubular member being rotatable by the gear train and axially shiftable by the hydraulic system for progressively moving the'ports into communication with the power cylinders for automatically controlling the admission of the propelling gas to the power cylinders in accordance with variable engine operation requirements.

8. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as v 12 setforth in claim 7 and including ports provided in each power cylinder with each power cylinder port being a companion port toone of the ports of the manifold, said power cylinder ports being of a substantially rectangular configuration, and said manifold ports being of a substantially wedge-shaped configuration, each pair of said companion ports providing a rotary admission valve for the respective power cylinder. said rotary admission valves being responsive to the rotation and axial shifting of the manifold for providing automatic action of varying the cut-off time and duration of the interval of each gas admission in unison with the throttling of the propelling gas. 9. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 3 wherein the gear train comprises a first helical toothed timing gear operably connected with the crankshaft for rotation thereby, a helical toothed idler gear journalled in meshing engagement with the said first gear, a second helical toothed timing gear journalled in meshing engagement with the idler gear for rotation thereby, said second helical gear operably connected with the manifold for transmitting rotation'thereto, said first and second helical toothed gears being axially shiftable by the hydraulic system and in gear with the crankshaft for rotation and axial shifting of the manifold in relation to the rotation of the crankshaft and power requirements of the engine operation.

10. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 9 wherein the first linkage means comprises an axially shiftable sleeve connected with the first helical gear for axial shifting thereof, shaft means secured between the movable side section of the primary pressure chamber and the manifold, shift lever means operably connected between the sleeve and shaft means whereby said primary pressure chamber is responsive only to the rotation of the crankshaft, and said second linkage means comprises rod means secured to the movable side section of the supplementary pressure chamber, lever means connected with the manifold for axial shiftinj of the manifold whereby both the primary and supplementary power stages may operate at the same time with the automatic actions of each stage independent of those of the other stage during the period of supplementary power requirements of the engine. 

1. A method of controlling the admission of a propelling gas into the power cylinders of an engine having a crankshaft, and which comprises providing a hydraulic pressure system subject to the varying rotational speeds of the crankshaft, and utilizing said hydraulic pressure for automatic control of the starting time and throttling and varying of the time period of duration and cut-off timing of each gas admission.
 2. A method of controlling the admission of a propelling gas into the power cylinders of an engine having a crankshaft as set forth in claim 1 and including the providing of a supplementary hydraulic pressure system subject to both the rotational speed of the crankshaft and to the regulation of the circulation of the hydraulic fluid to produce supplementary hydraulic pressure, utilizing said supplementary hydraulic pressure for controlling only the throttling and variation of the duration of the interval and the cut-off timing of each gas admission during a period of extra power requirements of the engine operation.
 3. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine having a crankshaft and comprising a hydraulic system, a rotatable and axially shiftable manifold, first linkage means operably connecting the hydraulic system with the crankshaft for actuation thereby, a gear train operably connecting the manifold with the crankshaft, second linkage means connecting the hydraulic system with the manifold, valving means cooperating with the manifold for controlling the admission of gas into the power cylinders, said hydraulic system responsive to the rotation of the crankshaft for actuation of the manifold for automatic operation of the valving means in accordance with the engine power requirements for supplying the optimum gas to the power cylinders.
 4. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 3 wherein the hydraulic system comprises a primary pressure chamber having a sealed and movable side section responsive to the speed of rotation of the crankshaft only for actuation of the manifold and valving means for automatically controlling the admission of gas into the power cylinders.
 5. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 4 wherein the hydraulic system includes a supplementary pressure chamber having a sealed and movable side section responsive to supplementary power requirements of the engine operation for cooperating with the primary pressure chamber for actuation of the manifold and valving means for automatically controlling the admission of the gas into the power cylinders in accordance with variable engine operating requirements.
 6. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 3 and wherein adjustable bleeder valve means is provided in the hydraulic system for regulating the fluid circulation in the hydraulic system to provide the supplementary hydraulic pressure in accordance with the open area of the valving means during the period of operation of the said engine in said supplementary power operation stage.
 7. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 3 wherein the valving means and manifold comprises a tubular member having a plurality of spaced ports in the sidewall thereof, said tubular member being rotatable by the gear train and axially shiftable by the hydraulic system for progressively moving the ports into communication with the power cylinders for automatically controlling the admission of the propelling gas to the power cylinders in accordance with variable engine operation requirements.
 8. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 7 and including ports provided in each power cylinder with each power cylinder port being a companion port to one of the ports of the manifold, said power cylinder ports being of a substantially rectangular configuration, and said manifold ports being of a substantially wedge-shaped configuration, each pair of said companion ports providing a rotary admission valve for the respectivE power cylinder, said rotary admission valves being responsive to the rotation and axial shifting of the manifold for providing automatic action of varying the cut-off time and duration of the interval of each gas admission in unison with the throttling of the propelling gas.
 9. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 3 wherein the gear train comprises a first helical toothed timing gear operably connected with the crankshaft for rotation thereby, a helical toothed idler gear journalled in meshing engagement with the said first gear, a second helical toothed timing gear journalled in meshing engagement with the idler gear for rotation thereby, said second helical gear operably connected with the manifold for transmitting rotation thereto, said first and second helical toothed gears being axially shiftable by the hydraulic system and in gear with the crankshaft for rotation and axial shifting of the manifold in relation to the rotation of the crankshaft and power requirements of the engine operation.
 10. An apparatus for controlling the admission of a propelling gas into the power cylinders of an engine as set forth in claim 9 wherein the first linkage means comprises an axially shiftable sleeve connected with the first helical gear for axial shifting thereof, shaft means secured between the movable side section of the primary pressure chamber and the manifold, shift lever means operably connected between the sleeve and shaft means whereby said primary pressure chamber is responsive only to the rotation of the crankshaft, and said second linkage means comprises rod means secured to the movable side section of the supplementary pressure chamber, lever means connected with the manifold for axial shiftinj of the manifold whereby both the primary and supplementary power stages may operate at the same time with the automatic actions of each stage independent of those of the other stage during the period of supplementary power requirements of the engine. 